Automatic train-control device



J. P. ANGUS.

TOMATlC TRAIN CONTROL DEVICE.

APPLICATION men MAR. 20, I919,

Patented July 18, 1922.

2 SHEETSSHEET I.

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INVENTOR WITNESSES ATTORNEY J. P. ANGUS.

AUTOMATIC TRAIN CONTROL DEVICE.

APPUCATION FILED MAR. 20, 1919.

1,423,385 Patented July 18,1922.

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3 66 INVENTOR WITNESSES, EJEIUIPAIZQIZS/ ATTORNEY JOHN P. ANGUS, OF TONA W 1A.ND.A, =NEW -AUTQB'ZATIC TRAIN-CONTROL DEVICE.

rat-eases.

Specification of Letters Patent.

Patented July 18, 1922.

Application filed MarehZO, 1919. SerialNo. 283,792.

T 0 all whom it may concern:

Be it known that 1, JOHN P. ANGUS, acitizen of the United States, residing at Tonawanda,'in' the county of 'Erie and State of New York, have invented certain'new and useful Improvements in Automatic Train- Control Devices, of which the following-is a specification.

My invention relates to improvements-in automatic train control devices, and it consists in the constructions, combinations,and

arrangements herein 'described'and claimed.

[in object of my invention is toqprovide an automatic train control device including electrically operated braking mechanism, said electrically operated mechanism being normally energized when certain semaphore arms mounted upon standards at the sides of the tracks, are at a danger indicating position, certain electrical connections'being provided whereby the brake operating mechanism is normally at rest and deenergized when the semaphore arms are at a safety indicating position.

Another object of the invention is to provide an indicator included in one otthe'cir cuits which by its position will apprise the engineer of the position of anyparticular semaphore arm at the side ofthe track when a new block is entered. I

r-knother object of the invention is to pro-' vide a deviceot the character described inclu ding a novel motor controlling device including movable rack members for operat ing a brakelever and cam devicesiior autoniaticallythrowing an actuating gearout of engagement. with the racks to cause the discontinuance ofthe rotation of the motor.

Other objects and advantages will appear from the following specification, reference being had to the accompanying drawings, in which: g

Figure 1 is a diagrammatic perspective view showing thefelectr-ical connections to the various devicesforming a complete embodimcnt of my invention, a semaphore arm at the side of the track being shown in a danger indicating position,

Figure 2 is a cross-section of thefmotor operated, brake actuating devices taken substantially on the line 8 3 oi Figure 3,

Figure 3 is a perspective view of the brake operating motor actuated devices,

Figure at is an elevation'of an indicating device located in the engine cab,

Figure 5 is a detail cross section of an automatic switch,

Figure 6 is across section on the line 6-6 of Figure 5, and

Figure 7 is a diagrammatic view showing the'cir'cuits involved in this invention.

By'reference moreparticularly' to Fig. 1'

of the drawings, it will beobserved that a. locomotive engine 1 indicated in dotted lines in the drawings, is provided with wheels 2 supported in turn upon an axle The wheels 2 are'movable upon the track 4 one ofthe rails thereof acting as a branch of an electric circuit hereinafter referred to.

A dynamo 5 supported in any suitable manner upon the locomotive 1, is driven by a belt Girom a pulley 7 on the axle 3. Ourrent from the dynamo 5 is conducted over wires 82 and'83'which form part' of-a circuit to be explained hereinafter.

A semaphore standard 12 is mounted at one side of the track 1 and includes an enlarged hollow base 18. The semaphore standard 12 is provided with a laterally projected arm let which carries a suitable insulator 15 in which a bracket 16 is mounted. The bracket 16 includes the laterally extended clamp arms in'each of which one end of metallic conductors 17 and 18 respectively is securely held. A semaphore arm 19 is "fulcrumed at 20 upon the standard 12 and the semaphore arm 19 carries a quadrant in which colored panes 21 are fixed so that the positions of the semaphore arm 19 maybe rende'redvisible by a suitable illuminant as at night.

The metallic conductors l7 and 18 mount edin'the clamps oi" the bracket 16 are separated at their adjacent ends so that there will. be no continuation of an electrical current therebetween. While but one sema phore standard 12is illustrated in the drawings, in actual practice there will be one semaphore standard 12at the beginning'a'nd marking the entrance to each block. The semaphore arm 19 will 'be actuatedin any suitable manner so as to indicate whether or not the block is clear, said indication'being shown by the position of the semaphorearm 1 9, which when in its danger indicating position' will be disposed at right angle to the standard 12 as shown in Figure 1, and when in its satety indicating position will be dropped and. inclined at lan angle toithe standard 19.. v

A local circuit is located at each'sema phore standard 12, the semaphore arm 19 acting as a switch for closing one branch thereo'l. For this purpose the semaphore arm 19 carries a contact 22 which is connected by the wire 23 with one pole of a local "attery 24-. The other pole of the local battery 24 is connected through the medium of a wire 25 to the adjacentrail t or the track. The contact 22 is adapted to cooperate with a fixed contact 26 mounted upon the semaphore standard 12 and insulated therefrom as at 27. The fixed contact 26 is connected with the wire 1? of the anterior block through the medium of a connecting wire 28.'

The anterior block above referred. to is thus designated as a matter of convenience in describing the operation of the device. It will be observed that the locomotive l is movable toward the left inFigurel upon th tracks -l. The divisions or blocks represented by the separated wires 17 and 18 control the operation of an air brake lever upon the engine by conducting current from the local battery 24- at certain times to said brake operating mechanism. It will thus be understood tl at as the locomotive enters ablock represented by the isolated wires 17 and 18 that a diiil'erentoperation otthe brake actuating mechanism may take place depending upon the position of the respective semaphore arm 19 at the entranceoi the successive blocks.

A trolley 29 is in engagement with the wires 17 and i8 and serves to conduct cur rent from the local, battery 2% to the brake operating mechanism. llhe trolley is mounted upon an arm 30 supported in turn upon a suitable base 31 and has the usual buffer spring whereby the trolley 29 is clipped into tight engagement with the wires 17 and 18. .5211 automatic switch 33 is pivotally mounted at H in the housing 35 as clearly shown in Figure 5.

A. switch arm 33 is preferably constructed oi copper and includes the metallic armature pieces 2-36 which are adapted to he attracted by an electroanagnet 37 when the latter is energized. A spring 38 secured at one end to the armature 36 and at the other end to a stud 35), tends to normally pull the switch 33 toward the left in .Figure 5 and out of engagement with a contact an. The Contact 40 is however not electrically active but acts simply as an abutment member for the switch arm 38 when the latter is drawn forwardly through the influence oi the electro-magnet 37. i

The electro-magnet 37 is energized when the semaphore arm 19 is in its safe indicating position and when the movable contacts 22 thereon come into engagement with the lined contact 26. At this time one branch of the local circuit previously referred to is closed by the cont-acts 22 and 26, and when the trolle 29 enters into the block represented by local circuit, the current from the local battery Q-Il will flow over the wire 25 to the track 4t, through the tracks 4 andthe metallic portions of the locomotive to a wire ll which it will be observed is grounded upon one of the axles 3 of the locomotive.

The current in flowing over the wires 41 passes on to the electro-magnet 37 causing the windings thereof to be energized, drawin the armature 36 over against the cores of the magnet and into engagement with the fixed contact 40 in the automatic switch box. 85. The current from the local battery 24 in leaving the coils of the electro-magnet 37, will return to the negative pole of the battery 24- over the wire d2, through the trolley arm 30, the trolley 29, and back to the wire 17 from whence it'will pass over the wire 28 to the'eontacts 22 and 26 and finally returning to the negative pole oi the local battery 3-1. The brake actuating mechanism is thus not affected. i

A train pipe alve elilis controlled by a lever lsl which when rotated to its proper positionthrough the medium of the electrically operated brake zuztuating mechanism serves to relieve the air pressure in the train pipe 4:5. A link 46 having bifurcated ends 41:? and 4:8 is com'iected to the lever 4:4: and to the car 49 of a rack frame 50 respectively.

The rack frame 50 includes the upper and lower racl: surfaces 51 and 59.. The rack frame 50 is bridged by members 53 and a single brace member 54. The bridge members support a guide or track 55 which ends in a curved portion 56. The bridge member 54 supports a cam. guide 56 which has an overhanging flange 57. The lower curved portion of the cam guide 56 merges with a forward projecting beak 58. The beak 58 is disposed in such cooperative re lationship with the curved, end 56 of the guide 55, that when the end ct an actiuitiug shaft 59 is'moved into engagement with the curved. portion 56, the shaft 59 is transferred from the guide 55 tothe plane therebelow. In speaking 0t transferring the shaft 59 from the upper to the lowerplane, it is to be understood that the shait 59 is not in itself moved, but that the rack frame 50 is moved, this being accomplished in a manner presently to be'described.

A cam surface 60 at one end of the rack frame 50 merges with 'a shoulder 61 which is adapted to ride upon the upper surface of a slate base 62. The forward portion of the rack frame 50 rides upon a. track 63 on which an approach (34: is provided. The

rack frame 50 is adapted to be moved toward the right in Figure 3, and the cam 60 is adapted to ride upon the approach 61 and then cause the elevation of the rack frame 50. Guides 65 serve to keep the rack frame 50 in its true alignment.

A gear 66 is fixed upon the shaft 59 and is adapted to engage one or the other of the rack surfaces 51 and 52 of the frame 50. The rotation of the gear 66 in a clockwise direction in Figure 3, causes the rack frame 50 to be moved'towardthe right and exert a pull upon the brake lever 44. The brake valve of the air line 45 is thus opened and the brakes of the train caused to be applied. The shaft 59 is extensiblymounted in a socket 67 of a worm shaft 68.

The Worm shaft 68 has bearings 69 and 70 as shown in Figures 2 and The shaft 68 has a worm pinion 71 with which a worm gear 72 upon the shaft of a motor 73 meshes. The energization of the motor 73 causes the shaft 59 to rotate and effect the reciprocation of the frame'50.

The shaft 59 is also provided with a spring 71 which is coiled thereabout, and is housed in a recess 75 in the end of the shaft 68. The spring 7 1 engages the base of the recess 7 5, and also an abutment on the shaft 59 so that the shaft 59 and the gear 66 may be held in a normally forward position. When the frame 50 is moved forwardly toward the right as previously explained, so that the cam guide 57 engages the end of the shaft 59, the shaft59 is by this engagement moved laterally so that the gear '66 disengages the teeth of the rack 51 with which it will be in engagement, so that a change in the adjustment of the frame 50 may effected, whereupon the gear 66 is again moved into engagement with the rack 50 but at this time with the lower rack surface 52. The change in the engagement of the gear 66 is effected by the curved beak 58. i

A current strip 76 is embedded in a suitable dielectric frame 77 mounted upon the rack frame 50. The current strip 76 has insulatedportions 78 over which a contact arm 79 forming one terminal of the motor 73 is adapted to move. The contact arm 79 is mounted upon the ournal 69 from which it is suitably insulated as shown in Figure 2. A binding post 80 on the-contact arm 79 is connected with the motor 73 by a wire 81. The other terminal of the motor 73is connected by a wire 82 to the transformer 9 of the battery 11.

The motor 73 is energized by the completion of an electric circuit from the battery 11 through thewire 83, a pair of switch terminals 8a in the automatic switch box 35, the wires 83,- the current strip 76, the contact arm 79, the wire 81', and the wire 82 back to the battery 11, when the switch 33 is in engagement with the switch terminals 84 as shown in Figure 5. The switch arm 33 reaches the position between the switch contact 841- as shown in Figure 5, when the contact 22 and 26 on the semaphore arm 19 and standards 12 respectively are sepa Med and spring 86 attached to post 87 and the rack 50. This spring 86 will continue to move the rack to the right until the cam 69 raises the rack sufficiently so that thegear 66 meshes with the teeth 52". YVhen the contacts 22 and 26 are separated, it means that the semaphore 19 is located at a danger indication position. The consequent energization of the motor 73 as above explained, causes the rotation of the gear 66 and the consequent operation of the lever 4-1 to open the air brake line;

A solenoid magnet 88 is embraced in a portion of the motor operating circuit rep resented by the wires 85, and the solenoid magnet 88 is adapted to force a core 89 inwardly when it is energized. The core 89 is connected with a miniature semaphore arm 90 and is a replica of the semaphore arm 19' upon the roadway.

The position of the semaphore arm 90 can be seen by the engineer in the cab of the locomotive, through a pane 91 in a semaphore box 92. The position of the semaphore 90 is further rendered visible at night, by a red window 93 which may be suitably illuminated when the semaphore arm 90 is in a danger indicating position shown in Figure The weight of the semaphore arm 90 causes it to return to its downward or safety indicating position when the solenoid magnet 88 is denergized as when the semaphore arm 19 is in its safety indicating position thus bring the contacts 22 and 26 into engagement and energizing the electro-. magnet 37 111 the automatic switch box The operation of the device is as follows: Let it be assumed that for some reason the semaphore arm 19 may have been moved to a danger indicatingposition as indicated in Figures 1 and 7, and that a locomotive 1 is approaching the block thus indicated. hen the semaphore arm 19 is thus shut, the contacts 22 and 26 on the arm 19 and the standard 12 respectively, are separated and the local circuit flowing from the battery 21 is broken. 2

\Vhen the local circuit is broken, the electromagnct 37 is deenergized and the switch, arm 33 is drawn over to the position indicated in Figure 5 by the spring 38. The switch arm- 33 will thus enter the contacts 8 1 and close the train circuit. The circuit thus closed flows from the positive pole of the battery 11 over the wire 33 tothe contacts 84; The current then flows from'the contact 8-1 over the wire 85, through the Cir Cir

the motor '28 over the wire 82 to the negative terminal of the battery 11. The motor 75 thus being energized causes the rotation of, the gear 66 in a clock-wise direction.

By reference to Figure 3 it will be ob served that the clock-wise rotation of the gear 66 will cause the movement of the rack frame 50in a direction toward the right. At this time the shaft 59 of the gear 66 will rest upon the guide and the gear 66 is in engagement with the rack surface 51. The movement of the rack frame 50 toward the right will pull the brake lever 44 through the medium of the link 46.

The air line is then opened and the train brake set. The rotation ofthe gear 66 will continue and when it reaches the curved portion 56 of the guide 55, the shaft 59 will be pressed outwardly against the tension of the spring 74 by the cam guide 57. The shaft 59 will now roll over the curved guide 56 and being supported by the curved beak 58 will be suitably guarded so that the gear 66 may come into proper engagement with the lower rack 52. a The rack f 2 will come into engagement with the gear (56 by reason of the engagement of the cam .60 with the approachfi l i and the pull of the spring 86. It will be understood that when the rack frame has moved'far enough toward the right to ef feet the interchange of the rack and gear engagement as above outlined, the cam will also have reached the approach 64: and the cam 60 will ride upon the approach 64K causing the elevation of theframe 50.

lVhen the frame 50 reaches its extreme position toward the right, the contact arm 79 will have moved over the insulated portions 78 momentarily causing the stopping of the motor 73 by reason of the opening of the motor circuit at this point. The lower rack is now in engagement with the gear '66 and the lower portion of the current strip seen that the brake lever 4A and consequently the valve i3 is slowly opened and then slowly closed which will cause the gradual application of the air brakes of the train.

Let it now be assumed thatthe train has passed out of the block wherein the semaphore arm 19 is at a danger indicating position and into a block where. the semaphore arm. 19 is at a safety indicating position.

hen the semaphorearm 19 is at a safety .indi ating position, the contacts 22 and 26 will be in engagement and this'portion of the local circuit from the battery at will be closed. lVhen the locomotive lcarrying the trolley 29 engages the wire 17, the current from the positive pole from the battery 24. will flow over the wire 23 to the contact 22, from thecontact 26 over the wire 28 to the line wire 17, through the trolley-29 and arm 30 to the electromagnet 37, from the electro-magnet 37 over the wire 41 to the axle 3, through the axle 3, wheel 2 and rail l returning to the negative pole of the battery 2% through the wire 25.

The electromagnet 37 being thus energized will attract the armature 86 and brace the circuit between the switch arm 33 and the contact '84. The local or train circuits beingthus broken at the contact 84: will be in-- operative and as a consequence themotor T will not actuate the rack frame 50. The brake valve 43 is thus not affected and the air brakes of the train willnot be applied.

While the construction and arrangement of the deviceas illustrated and describedis that of a generally preferred form, ob viously modifications and changes may be made without departing from the spirit of the invention or the scope of the claims.

7 I claim i 1. In a traincontrol mechanism, the combination with theair bralre lever and valve,

of arack frame joined with the air brake,

lever includingan upper and lower rack, a gear engageable with the upper rack adapted upon rotationto reciprocate the frame forwardly, a motor for rotating the gear, a circui'tincluding a battery and a pair of contacts, a switch arm adapted to engage the contacts to close the motor circuit, and means for causing the engagement ofthe lower rack with the gear to reciprocate the frame real'wardly. i

2. In a train control mechanism, the coinbination with the ai r brake lever and valve, of a rack frame joiucdiwith the air brake lever including an upper and lower rack,

gear engageable with the upper rack adapted upon rotation to reciprocate the frame forwardly, a motor for rotating the gear, a circuit including a batteryiand a pair of contacts, a; switch arm adapted to engage the contacts to close the motor circuit, means i for causing the engagement of the lower rack with the gear to reciprocatethe frame rearwardly, and means for guiding the gear shaft. V i y a In a train control mechanism, the com bination with the air brake lever and valve. of a rack frame including an upper and lower rack the frame being joined with the .niotor and the contact strip said circuit having a battery and a pair of contacts, a switch arm adapted to close the contacts, and means for transferring the engagement of tl'iegears and the contact arms to the lower rackand current strips respectively.

4. In a train control mechanism, the com bination with the air brake lever and valve, of a frame joined with the air brake lever and including upper and lower racks, a

gear adapted to engage the upper rack, a

motor for rotating the gear to move the frame forwardly, a current strip including upper and lower portions carried by the frame, acontact arm adapted to engage the upper portion, insulated blocks at the ends of the current strip portions, a motor circuit including contacts and a source of energy, a contact arm adapted to engage the contact to close the circuit, the contact arm being adapted to engage one of the insulated portions of the current strip" upon the reciprocation of the frame in the forward direction, and means for simultaneously causing the engagement of the contact arm with the lower strip portion and the engagement of the lower rack with the gear.

In a train control mechanism, the combination with the air brake lever and valve, of a frame joined with the air brake lever and including upper and lower racks, a gear adapted to engage the upper rack, a motor for rotating the gear to move the frame forwardly, a current strip including upper and lower portions carried by the frame, a contact arm adapted to engage the upper portion, insulated blocks at the ends of the current strip portions, a motor circuit including contacts and a source of energy, a contact arm adapted to engage the contact to close the circuit, the contact arm being adapted to engage one of the insulated portions of the current strip upon the reciprocation of the frame in the forward direc tion, means for siinuhaneously causing the engagement of the contact arm with the lower strip portion and the engagement of the lower rack with the gear, said means comprising a spring. 7

6. In a train control mechanism, the combination with the an brake lever and valve,

of a frame joined with the air brake lever and including upper and lower racks, a

gear shaft having a gear adapted to engage the upper rack, motor connections for rota ting the gear to drive the frame forwardly, a guide on the frame for the gear shaft, a dielectric supporton the frame having a current strip including upper and lower portions ending in insulated blocks, a contact arm adapted to engage the upper portions, a motor circuit including a source of energy, and a pair of contacts, a switch arm adapted to engage the contacts to close the motor circuit, cam devices for elevating the frame to simultaneously cause the engage,- ment of the lower rack with the gear and the lower strip portion with the contact and the end of the forward thrust of the frame, and a cam guide for the end of the gear shaft.

7. In a train control mechanism, the combination with the air brake lever and valve, of a frame having link connections with the air brake lever and including an upper and lower rack, a base for the frame including a track and a cam approach, a cam on the frame, a gear shaft having a gear adapted to engage the upper rack, a motor and connections for rotating the gear to drive the frame forwardly, a motor circuit including a source of energy and closing means therefor, a guide for the gear shaft, a cam guide for the end of the gear shaft for guiding the shaft when the frame cam reaches the track approach to cause theengagement of the lower rack with the gear, and resilient supporting means for the gear shaft.

8. In a train control mechanism, the combination with the air brake lever and valve,

of a shiftable frame connected with-the air brake lever, motor actuated means for reciprocating the frame forwardly and rearwardly to open and close the valve, a local motor circuit including a source of energy for energizing the motor, externally operated means for controlling the opening and closure of the motor circuit, and an indicating means in the motor circuit.

In testimony whereof I affix my signature in presence of two witnesses.

JOHN P. ANGUS. Witnesses:

FRANoEs RooK, LOREN W. Ancos. 

